painter



3 SheetsSheet I. W. PAINTER.

ELEGTRIGAL RAILWAY.

Patented June 23,1885.

(No Model.)

N. PETERS, Phntlixographer, Wulungien, D.C.

s sheets-sheet 2.

(No Model.)

W. PAINTER.

ELECTRICAL RAILWAY.

Patented Junel 23. 1885.

Attorney.

WITNESSES (N'o Model.) 3 Sheets-Sheet 3.

W. PAINTER.

' ELEOTRIGAL RAILWAY.. No. 320,679. y Patented June 23, 1885.

WITNEssEs;` Fg, lNvENToR,

` Attorney.

NrTnn STATES PATENT OFFICE.

TWILLIAM PAINTER, OF BALTIMORE, MARYLAND, ASSIGNOR OF ONE-HALF i IOLEVIS R. KEIZER, OF SAME PLACE.

ELECTRICAL RAILWAY.

SPECIFICATION forming part of Letters Patent No. 320,679, dated June 23,1885.

Application filed July 3, 1884. (No model.) l

To a/Z whom it may concern.-

Be it known that l, WILLIAM PAINTER, of Baltimore, in the county ofBaltimore and State of Maryland, have invented a new and usefulImprovement in Electrical Railways, being a method of conducting thepower-current to a motor-car to propel the same; and I do hereby declarethat the following is a full and accurate description of the invention.

Heretofore it has been the common practice in electrical propulsion,where the current has been furnished from a stationary source of supply,either to use the rails themselves as conductors, or to employ anindependent rail or conductor and a contact device attached to themotor-car and arranged to traverse the conductor or rail and main-' tainelectrical connection therewith. In such systems it has been necessaryto expose thel conductor its entire length, so as to permit the contactdevice to traverse it. I am aware, however, that it has been proposed tomake said exposed conductor in comparatively short sections insulatedfrom each other, and to put such sections into electrical connectionwith the prime conductor automatically by the approaching car, and thatit has been proposed to place above a concealed contactpoint attached tothe prime conductor a movable contact exposed above the surface to beengaged and depressed by a conductor carried by a passing ear, saidconductor being long enough to extend from one contact-point to another,so as `to make electrical connection between thev prime conductor andthe motor on the car; but these devices differ essentially from mine,because they have conducting-surfaces exposed above ground constantlyliable to accidental contacts, resulting in waste discharges ofelectricity, andendanerin0r the lives of men and animals b Y such 195 sconductor throughout its length. This renders electrical propulsion onstreet-railways entirely practicable. Leakage of current vis reduced tothe minimum, all danger ofcony tact with the conductor by horses orvehicles, and all short circuiting, are avoided, and the active partsare all above ground and accessible for inspection orl repair. Thesystem can be applied to ordinary street-railways already constructedwithout disturbing the track or road-bed, and at comparatively smallexpense.

In my system as applied to surface roads the conductor is incloscd insome suitable insulating material and buried along side of the track,and only appears at or above the surface by contact-points in electricalconnection with the conductor, arranged at intervals and projectingupward from it to a short distance above the track and close thereto.The tops of these contact-points are exposed and attached to the car,and in electrical cnnection with the motor thereon there is a suspendedcontact plate or blade, which successively makes connection with theprojecting contact-points, the blade being of sufficient length to spanthe spaces between contiguous points, and thereby maintain electricalconnection with the conductor as the car moves on the track.

In the drawings, Figure 1 is a side elevation showing my invention. Fig.2 is a transverse section, and Fig. 3 is a plan, of the track, Svc.

A A are the wheels of an ordinary streetrailway or tramway car, and B isthe track whereon the wheels A travel. The car-body is built on anyapproved plan, and the electro-motor mounted thereon may also be of anydesirable construction.

The conductor O is insulated and laid in position along the track, andis provided with a series of metallic pins, D, the lower ends of whichare in constant connection with the conductor, and the upper ends areexposed to constitute contact-points for the plate or blade E, which issuspended from the car, and is in electrical connection with the motorcarried thereon. As thel car advances, the plate E successively makescontact with the pins D. 1o( The intervening distances between such pinsare less than the length of said plate, so that in advancing with thecar said plate will never pass off one pin until contact has been madewith the next in advance.

I prefer to lay a conductorlike C along each side of the track, and toprovide each with pins D; also to place a plate, E, on each side of thecar, so that one of said conductors may constitute a return-circuit forthe motor-current, and thereby accidental grounding of the current andpossible interruption in the working of the motor are avoided.

The above description embodies the principle of my invention. I preferto arrange the details in the manner as follows,without, however,intending to confine myself literally to the particular methods andconstruction described.

The conductors C C are preferably inclosed in some suitableinsul atingmaterial and buried at the sides of the track. The pins D D are locatedat intervals of about six feet, and are seated in grooved granite blocksH H, through which they pass. The general form of the blocks at top isrounding, and the grooves therein are about half an inch wide and oneand a half inch deep at and near the center, from which point thegrooves become wider and shallower toward both ends of the block,presenting flaring entrances as shown. The head of pin D is rounding,and is seated about three-quarters of an inch below the top of the stoneblock H.

E E are the steel blades, suspended from the axle-boxes, and inelectrical connection with the motor on the ca r. These blades are longenough to span the distance between contiguous pins, and as the caradvances the blades enter the grooves in the granite blocks and rideupon and make electrical connection successively with the contact-pins,thus maintaining constant connection with the buried conductor.

rIhe blades E-E are made rounding, to facilitate their movement over thecontact-pins D D, the heads of which are also made rounding for a likepurpose. The flaring shape of the grooves in blocks H H facilitates theentrance of thefblades therein as the car progresses. The blades arefree to vibrate laterally, contributing to the same end. Lateralvibration also enables the blades to adjust themselves to any varyingposition of the contact-pins or in passing around curves.

A convenient method of suspending the blades E E is shown, in whichrecesses or slots are formed at the bottom of the axleboxes M M, and theends of the blades bent inwardly to enter them. The blades are adjustedto run about half an inch lower than the top of the contact-pins D D, toallow for any irregularity of height, and to compensate for wear. Theheight of the blade may be made adjustable. The slots in boxes M M arelong enough to allow the blades to rise slightly as they pass over thecontact-pins. The ends of the blades where they rest in the slots inaxle-boxes or the interior of the slots themselves are properlyinsulated, and connection made between the blades and the electromotorin any suitable manner.

I prefer to make the blocks H H of granite, which is a durable materialand a good nonconductor. The blocks form .a part of the street-pavement,and, being rounded at top and standing but slightly above the generallevel, and, moreover, being placed along and near the outside of thetrack, where vehiclewheels are least likely to pass, offer practicallyno obstruction to street traffic. The granite blocks are secured inposition by embedding them in cement held in east-iron boxes I I,resting on the ends of the crossties. i z' are notches in the sides ofthe boxes, for the reception of the conductors.

The blades E E are about one-quarter of an inch thick and pass looselythrough the grooves in the granite blocks. Their weight is intended tobe sufficient to make proper electrical contact with the pins D D, butfricv tion between the respective parts may be increased by springs orotherwise. The impingement of the blade against the comparatively-smallsurface of the contact-pins has the effect of keeping them clean andbright, insuring good electrical contact.

The edges of the steel blades should be tempered to resist wear, and forcheapness and durability the contact-pins are preferably of cast-ironwith chilled heads.. Any suitable means may be employed for connectingthe 'pins with the conductor.

The grooves in the granite blocks being very narrow at or near thecenter, and the heads of the contact-pins seated below the surface ofthe stones, the pins are .effectually protected from contact of horsesor vehicles, and the system is thus rendered perfectly safe for use onstreets.

Constant passing of the thin blades through the grooves in the graniteblocks as the cars move on the track, insures the removal of all dirtand foreign matters, their escape being facilitated by the flaring shapeof the grooves in all directions and the slight elevation of the partsabove the surrounding surface.

If desirable, auxiliary means may be employed for removing dirt andother substances from the grooves. A stiff wire brush, or, in case ofice, a toothed blade arranged to run in advance of the contact-blade,will effectually accomplish the purpose; but it is believed the bladesthemselves will be efficient without extraneous means, except underunusual conditions.

In case of suburban roads the grooves in the insulating-blocks may bedispensed with, the contact-points project-ing above the surface of theblocks. Ihe plate E may then be set horizontally, instead of vertically,so as to make contact at its side instead of its edge. In such case itmay not be necessary to place the conductor under ground, but it may belocated in any convenient position with respect to the track.

I OL) IIO It will be observed that in my system, as applied tostreet-railways, the only part of the conductor exposed is thecontact-points. These are of very small area and well insulated by thegranite blocks. Moreover, the two conductors, with their series ofcontact-points, are about six feet apart, and there is no groundcircuit.Leakage of current is therefore reduced to a very low degree.

i My method, while avoiding the necessity of using an exposed conductorandthe objections incident thereto, permits the placing of the activeparts and electrical connection between them to be made above ground.Accessibility for examination or repair is thus afforded.`

While it is possible to use but one conductor in the manner shown,utilizing` the rails for the return-current, I prefer and have showntwo, the advantages of which are obvious.

Contact-points at intervals, as described, permit the use ofcross-tracks, turnouts, switches, e., without interfering with theconnection between the various cars and their respective conductors. Insuch cases the granite blocks may be placed closer together, or atvarying distances apart, as may be necessary.

While I have described and shown what are deemed'tbe best forms andarrangements of the several parts, it is to be understood that l do notlimit myself to them.

For convenience I have shown as conductors round bars incased in aninsulating covering, but old rails embedded in troughs of asphalt may beeconomically used. Other insulating material may be substituted for thegranite blocks, or iron blocks may be used, the contact-pins beingproperly insulated from them; but it is evident that some durableinsulating material, such as granite, f is to be preferred. The groovedblocks maybe seated in iron castings bolted to the sills instead ofresting on the cross-ties, or they may be located between the tracksinstead of in theposition shown.

Vhen applied to a road elevated above the surface of the ground, a cableor other flexible conductor may be employed, either naked or insulatedthroughout its length, the contactpins only being fixed in position tomake connection with the contact-blades ofthe electromotor, ashereinbefore set forth. As a substitute, an elongated brush of fiatsteel wire may be employed instead of blades to make connection with thecontact-pins.

Other similar changes and equivalent devices are obvious.

Having described my invention I claim- 1. In an electric railway, thecombination of the following instrumentalities: a track and a car havingan electromotor thereon, a xed source of electrical energy, a conductorinclosed in insulating material and laid contiguous to the track, aseries of exposed contactpoints in electrical connection with saidconductor, and means for establishing-and, maintaining electricalcontact between said contact points and the elcctromotor as the car ad`vances, said connection being made directly with the fixedcontact-points and independent of the track on which said car runs, orother permanent exposed conductor, substantially as and to the effectset forth.

2. rlhe means herein described for conduct` ing a power-current to anelectromotor on a moving car, consisting of an insulated conductorprovided with fixed contact-points arranged at intervals, and acontact-blade attached to said car and in electrical connection with themotor thereon, adapted to slide over and upon said fixed contact-points,whereby electrical connection is'established and continuously maintainedbetween the conductor and the eleetromotor, as the car advances, saidcontact being made directly with the fixed contact-points, andindependent of the track on which said car runs, or other permanentexposed conductor, substantially as set forth.

3. rIhe means for electrical propulsionherein described consisting of awholly insulatfd conductor buried beneath the surface of the roadway,and provided with a series of exposed fixed contact-pins, the said pinsprojecting therefrom above the surface of the ground, and successivelymaking direct connection with a contact device attached to the motor-carand in electrical connection with the motor thereon independent of thetrack or. other permanent exposed conductors, said connection being madedirectly with the fixed contact-points, and adapted to span the spacesbetween contiguous contact -points, whereby electrical connection isestablished and maintained between the buried conductor and theelectro-motor, substantially as set forth.

1. An insulated conductor located contiguous to the track, and providedwith contactpins and grooved blocks for supporting and protecting saidcontact-pins, combined with a contact device attached to the motor-carand in electrical connection with the motor thereon, arranged to strikeinto and through said grooves and make connection with thecontactpoint-s successively as the car advances, sub stantially as setforth.

5. The combination, with theinsulated conductor and contact-pins inelectrical connection therewith, of grooved blocks having said pinslocated in the grooves thereof at a distance below the surface of saidbloeks,where by the pins are held in place and protected from contactwith vehicles, rbc., substantially as set forth.

G. An electromotor car provided with a contact-blade, in combinationwith an insulated conductor having contact-pins in electrical connectiontherewith, and a block for inclosing said pins, having a flaring groove,whereby the blade is directed into said groove, andthe escape of dirtand foreign substances is facilitated, substantially as set forth.

7. A grooved block of insulating material IOO IIO

IIS

10. In combination with an insulated fonductor and a series of fixedcontact-pins in electrical connection therewith, a yielding contactdevice attached to the motor-car and in electrical connecton with themotor thereon, and adapted to make electrical connection directly andcontinuously with said contact-pins, substantially as set forth.

VILLIAM PAIN TER.,

Vitnesses:

CHARLES H. BOND, C. H. MILES.

